WO2010001785A1 - Pneumatic tire - Google Patents

Abstract

In a pneumatic tire (1A), a peripheral groove (32) extending in the tire circumferential direction is formed by the land section (20) of a tread surface (10) brought into contact with a road surface.  A smooth groove section (60) formed by smoothening the surface of the groove bottom (32a) of the circumferential groove (32) and an in-groove land section (70) further raised to the tread surface (10) side than the bottom groove (32a) of the peripheral groove (32) are formed in the peripheral groove (32).  A plurality of thin grooves (80) extending in the tread lateral direction are formed in the in-groove land section (70).  A thick groove width (W1) in the tread lateral direction of the circumferential groove (32) is 5-30% of the tread width (TW) in the tread lateral direction of the tread surface.

Description

Pneumatic tire

The present invention relates to a pneumatic tire in which circumferential grooves extending along the tire circumferential direction are formed, and more particularly to a pneumatic tire for icy and snowy roads.

Conventionally, in a pneumatic tire manufactured for icy and snowy roads, a so-called studless tire, a structure in which a circumferential groove having a wide groove width (for example, 7 mm or more) along the tire circumferential direction and a sipe extending in the tread width direction are formed. It has been known.

According to such a pneumatic tire, it is possible to improve drainage performance such as rainwater or sherbet-like snow that has entered between the road surface and the tread surface, and to suppress skidding on icy and snowy roads.

JP 2000-255217 A (page 4-5, FIG. 1)

However, the conventional pneumatic tire described above has the following problems. That is, when a circumferential groove with a wide groove width is formed, the area of the land portion (block) constituting the tread surface, the number of sipes, and the like are reduced. For this reason, although drainage improvement and suppression of skid on an icy snow road can be achieved, there has been a problem that driving performance and braking performance on an icy snow road cannot be improved.

Therefore, the present invention has been made in view of such a situation, and a pneumatic tire that further improves driving performance and braking performance on an icy snow road while improving drainage and suppressing side slip on the icy snow road. The purpose is to provide.

In order to solve the above situation, the present invention has the following features. First, in the first feature of the present invention, a pneumatic tire (for example, a pneumatic tire 1A) is arranged in the tire circumferential direction by a land portion (land portion 20) that constitutes a tread surface (tread surface 10) in contact with a road surface. A circumferential groove (e.g., circumferential groove 32) is formed extending along. In the circumferential groove, there are a smooth groove portion (smooth groove portion 60) having a smooth surface of the groove bottom (groove bottom 32a) of the circumferential groove, and a groove inland portion that protrudes more on the tread tread side than the groove bottom of the circumferential groove ( A groove inland portion 70) is formed. A plurality of narrow grooves (thin grooves 80) extending along the tread width direction are formed in the inland portion of the groove. The width along the tread width direction of the circumferential groove (thick groove width W1) is 5 to 30% with respect to the width along the tread width direction of the tread surface (tread width TW).

According to such a feature, the smooth groove portion is formed in the circumferential groove. The wide groove width is 5 to 30% with respect to the tread width. According to this, rainwater or the like that enters the circumferential groove is easily discharged, so that drainage can be improved. Moreover, since snow enters the circumferential groove firmly, skidding on an icy snow road can be suppressed.

Also, inland grooves are formed in the circumferential grooves. A plurality of narrow grooves extending along the tread width direction are formed in the inland portion of the groove. According to this, the effect (so-called edge effect) that the narrow groove is caught by the snow that has entered the circumferential groove increases (so-called edge effect), so that it is possible to further improve the driving performance and braking performance on the icy and snowy road.

In other features, a plurality of circumferential grooves are provided. The circumferential groove in which the smooth groove portion and the inland portion of the groove are formed has the widest width along the tread width direction among the plurality of circumferential grooves.

In another feature, the groove depth (first groove depth D1) from the tread surface of the land portion to the upper surface portion (upper surface portion 72) of the inland groove portion is from the tread surface of the land portion to the groove bottom of the circumferential groove. It is 60 to 95% with respect to the depth (second groove depth D2).

In other features, the width of the narrow groove along the tire circumferential direction (thin groove width W2) is 1 to 8 mm.

In other features, the angle between the narrow groove and the straight line perpendicular to the tire equator plane (the narrow groove angle α) is 0 to 45 degrees.

In another feature, the depth from the groove bottom of the narrow groove (groove bottom 81) to the upper surface portion of the inland groove portion (thin groove depth D3) is from the groove bottom of the circumferential groove to the upper surface portion of the groove inland portion. It is 50 to 100% of the height (groove inland height H).

In other features, a gap (gap 90) is generated between the inland part of the groove and the land part located on the opposite side of the smooth groove part.

In other features, the cross-sectional shape of the smooth groove portion along the tread width direction and the tire radial direction is constant along the tire circumferential direction, and the distance along the tread width direction from the smooth groove portion to the tire equatorial plane is It is constant along the tire circumferential direction.

In other features, a plurality of lug grooves extending along the tread width direction are formed in at least a part of the land portion.

In other features, 2 to 8 narrow grooves are formed between mutually adjacent lug grooves.

In other features, a notch (notch 85) extending in the tread width direction from the narrow groove is formed in the land portion. The width along the tire circumferential direction of the notch (notch width W3) is substantially the same as the width along the tire circumferential direction of the narrow groove.

In other features, the cross-section of the inland groove section along the tread width direction and the tire radial direction is substantially rectangular.

In other features, a straight line (straight line L3) extending along the end located on the smooth groove portion side of the inland groove portion is inclined with respect to the tire equatorial plane.

According to the present invention, it is possible to provide a pneumatic tire with improved driving performance and braking performance on an icy snow road while improving drainage and suppressing skidding on the icy snow road.

FIG. 1 is a development view showing a tread pattern of a pneumatic tire 1A according to the first embodiment. FIG. 2 is a partially enlarged view showing the pneumatic tire 1A according to the first embodiment. FIG. 3 is a partial perspective view of the circumferential groove 32 according to the first embodiment. 4 is a cross-sectional view in the tread width direction of the circumferential groove 32 according to the first embodiment (cross-sectional view along AA in FIG. 3). FIG. 5 is a cross-sectional view in the tire circumferential direction of the circumferential groove 32 according to the first embodiment (cross-sectional view along BB in FIG. 3). FIG. 6 is a partial perspective view of the circumferential groove 32 according to the modified example. FIG. 7 is a cross-sectional view in the tread width direction (CC cross-sectional view in FIG. 6) of the circumferential groove 32 according to the modified example. FIG. 8 is a development view showing a tread pattern of the pneumatic tire 1B according to the second embodiment. FIG. 9 is a partially enlarged view showing the pneumatic tire 1B according to the second embodiment. FIG. 10 is a partial perspective view of the circumferential groove 32 according to the second embodiment. FIG. 11 is a development view showing a tread pattern of the pneumatic tire 100 according to the comparative example.

Next, an example of a pneumatic tire according to the present invention will be described with reference to the drawings. In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, it should be noted that the drawings are schematic and ratios of dimensions are different from actual ones.

Therefore, specific dimensions should be determined in consideration of the following explanation. Moreover, it is a matter of course that portions having different dimensional relationships and ratios are included between the drawings.

[First Embodiment]
(Configuration of tread pattern)
Hereinafter, a tread pattern configuration of the pneumatic tire 1A according to the first embodiment will be described with reference to the drawings. FIG. 1 is a development view showing a tread pattern of a pneumatic tire 1A according to the first embodiment. FIG. 2 is a partially enlarged view showing the pneumatic tire 1A according to the first embodiment.

The pneumatic tire 1A according to the first embodiment is a general radial tire including a bead portion, a carcass layer, and a belt layer (not shown). In addition, the pneumatic tire 1A according to the first embodiment has an asymmetric pattern with respect to the tire equatorial plane CS.

As shown in FIGS. 1 and 2, in the pneumatic tire 1 </ b> A, a tread tread surface 10 in contact with a road surface, that is, a circumferential groove 30 extending along the tire circumferential direction by a land portion 20 constituting a tread portion surface, and a tread. A plurality of lug grooves 40 extending along the width direction and a sipe 50 narrower than the circumferential groove 30 and the lug grooves 40 are formed.

A plurality of land portions 20 are provided at predetermined intervals in the tire circumferential direction and the tread width direction. The land portion 20 is a land portion 21, a land portion 22, a land portion 23, a land portion 24, and a land portion 25 from the right side to the left side in FIG.

In the land portion 21, a plurality of lug grooves 41 that divide the land portion 21, a sipe 51A extending in the tire circumferential direction, and a sipe 51B extending in the tread width direction are formed. The land portion 22 is formed with a plurality of lug grooves 42 that divide the land portion 22 and sipes 52 that extend in the tread width direction.

The land portion 23 is formed with a plurality of lug grooves 43 extending substantially parallel to the lug grooves 42 and sipes 53 extending in the tread width direction. One end of the lug groove 43 opens in a circumferential groove 33 described later, and the other end of the lug groove 43 terminates in the land portion 23. That is, the land portion 23 is formed in a rib shape.

In the land portion 24, a plurality of lug grooves 44A that divide the land portion 24, lug grooves 44B that extend substantially parallel to the lug grooves 42 and the lug grooves 43, and sipes 54 that extend in the tread width direction are formed. One end of the lug groove 44 </ b> B opens to a circumferential groove 33 described later, and the other end of the lug groove 43 is terminated in the land portion 24. The land portion 25 includes a plurality of lug grooves 45 that divide the land portion 25, a sipe 55A that extends in the tire circumferential direction, and a sipe 55B that extends in the tread width direction.

A plurality of circumferential grooves 30 (four in the drawing) are provided at predetermined intervals in the tread width direction. In the following, the circumferential grooves 30 are referred to as a circumferential groove 31, a circumferential groove 32, a circumferential groove 33, and a circumferential groove 34 from the right side to the left side in FIG.

The circumferential groove 32 of the plurality of circumferential grooves 30 has the widest width along the tread width direction. The width along the tread width direction of the circumferential groove 32 (hereinafter, thick groove width W1) is 5 to 30% with respect to the width along the tread width direction of the tread surface (hereinafter referred to as tread width TW).

(Configuration of circumferential groove)
Next, the configuration of the circumferential groove 32 described above will be described with reference to the drawings. FIG. 3 is a partial perspective view of the circumferential groove 32 according to the first embodiment. In FIG. 3, the sipes 50 are omitted. 4 is a cross-sectional view in the tread width direction of the circumferential groove 32 according to the first embodiment (cross-sectional view along AA in FIG. 3). FIG. 5 is a cross-sectional view in the tire circumferential direction of the circumferential groove 32 according to the first embodiment (cross-sectional view along BB in FIG. 3).

As shown in FIGS. 3 to 5, in the circumferential groove 32, a smooth groove portion 60 having a smooth surface of the groove bottom 32 a of the circumferential groove 32, and the tread tread surface 10 side from the groove bottom 32 a of the circumferential groove 32. A groove inland portion 70 is formed.

The smooth groove portion 60 is provided on the tire equatorial plane CS side with respect to the groove inland portion 70. The cross-sectional shape of the smooth groove portion 60 along the tread width direction and the tire radial direction is constant along the tire circumferential direction (see FIG. 4), and along the tread width direction from the smooth groove portion 60 to the tire equatorial plane CS. The distance D is constant along the tire circumferential direction (see FIG. 1).

The inland groove portion 70 is formed continuously with the land portion 22 in the tread width direction. The cross section of the groove inland portion 70 in the tread width direction and the tire radial direction is substantially rectangular (see FIG. 4). Specifically, in the cross section, the upper surface portion 72 of the groove inland portion 70 extends along the tread width direction. In the cross section, the groove wall 73 extending from the inner end 71 (end portion) located on the smooth groove portion 60 side of the groove inland portion 70 toward the smooth groove portion 60 (the groove bottom 32a of the circumferential groove 32) is a tire diameter. Extend in the direction.

A straight line L1 extending along the inner end 71 located on the smooth groove portion 60 side of the groove inland portion 70 is substantially parallel to the tire equatorial plane CS (see FIG. 3). That is, the straight line L1 extends along the tire circumferential direction.

The groove depth from the tread surface 10 of the land portion 22 to the upper surface portion 72 of the inland groove portion 70 (hereinafter referred to as the first groove depth D1) is from the tread surface of the land portion 23 to the groove bottom 32a of the circumferential groove 32. It is 60 to 95% with respect to the depth (hereinafter referred to as second groove depth D2) (see FIG. 4).

In the groove inland portion 70, a lug groove 42 continuous from the land portion 22 and a plurality of narrow grooves 80 extending in the tread width direction are formed. An angle formed by the narrow groove 80 and a straight line L2 perpendicular to the tire equatorial plane CS (hereinafter, the narrow groove angle α) is 0 to 45 degrees (see FIG. 1).

Two to eight narrow grooves 80 (three in the drawing) are formed between mutually adjacent lug grooves 42. The width of the narrow groove 80 in the tire circumferential direction (hereinafter referred to as the narrow groove width W2) is 1 to 8 mm (see FIG. 5).

The depth from the groove bottom 81 of the narrow groove 80 to the upper surface portion 72 of the groove inland portion 70 (hereinafter referred to as the fine groove depth D3) is from the groove bottom 32a of the circumferential groove 32 to the upper surface portion 72 of the groove inland portion 70. It is 50 to 100% with respect to the height (hereinafter referred to as the inland groove height H) (see FIG. 5).

Here, a notch 85 extending from the narrow groove 80 in the tread width direction and terminating in the land portion 22 is formed in the land portion 22 adjacent to the inland groove portion 70. The width of the notch 85 along the tire circumferential direction (hereinafter, notch width W3) is substantially the same as the narrow groove width W2.

(Action / Effect)
In the first embodiment, a smooth groove portion 60 is formed in the circumferential groove 32. The thick groove width W1 is 5 to 30% with respect to the tread width TW. According to this, rainwater or the like that enters the circumferential groove 32 is easily discharged, so that drainage can be improved. In addition, since the snow firmly enters the circumferential groove 32, it is possible to suppress a skid on an icy and snowy road.

In addition, if the thick groove width W1 is smaller than 5% with respect to the tread width TW, the amount of rainwater entering the circumferential groove 32 is reduced, so that the drainage performance cannot be expected. On the other hand, when the thick groove width W1 is larger than 30% with respect to the tread width TW, the area of the tread surface 10 in contact with the road surface is reduced, and it is not possible to suppress the side slip on the icy and snowy road and to improve the driving performance and braking performance.

In addition, an inland groove portion 70 is formed in the circumferential groove 32. A plurality of narrow grooves 80 extending in the tread width direction are formed in the inland groove portion 70. According to this, the effect (so-called edge effect) that the narrow groove 80 is caught by the snow that has entered the circumferential groove 32 increases (so-called edge effect), so that it is possible to further improve the driving performance and braking performance on the icy and snowy road.

In the first embodiment, the circumferential groove 32 has the widest wide groove width W1 among the plurality of circumferential grooves. The cross-sectional shape of the smooth groove portion 60 along the tread width direction and the tire radial direction is constant along the tire circumferential direction, and the distance D along the tread width direction from the smooth groove portion 60 to the tire equatorial plane CS is the tire It is constant along the circumferential direction. According to this, rainwater or the like that enters the circumferential groove 32 is easily drained, so that it is possible to suppress a decrease in drainage.

In the first embodiment, the narrow groove width W2 is 1 to 8 mm. When the narrow groove width W2 is 1 mm or more, the effect of soaking the narrow groove 80 on the snow that has entered the circumferential groove 32 (so-called edge effect) increases, so that the driving performance and braking performance on an icy and snowy road are further improved. be able to. On the other hand, when the narrow groove width W2 is 8 mm or less, the resistance of rainwater or the like that has entered the circumferential groove 32 does not increase excessively, so that it is possible to suppress a decrease in drainage.

In the first embodiment, the first groove depth D1 is 60 to 95% with respect to the second groove depth D2. Since the first groove depth D1 is 60% or more with respect to the second groove depth D2, the volume of the circumferential groove 32 is not excessively reduced, and thus it is possible to suppress a decrease in drainage. On the other hand, when the first groove depth D1 is 95% or less with respect to the second groove depth D2, it is possible to secure the effect (so-called edge effect) that the narrow groove 80 is caught by the snow that has entered the circumferential groove 32. Therefore, the driving performance and braking performance on an icy and snowy road can be further improved.

In the first embodiment, the narrow groove angle α is 0 to 45 degrees. When the narrow groove angle α is 45 degrees or less, the effect (so-called edge effect) that the groove inland portion 70 and the narrow groove 80 are caught by the snow that has entered the circumferential groove 32 increases (so-called edge effect). The braking performance can be further improved.

In the first embodiment, the narrow groove depth D3 is 50 to 100% with respect to the inland groove height H. Since the narrow groove depth D3 is 50% or more with respect to the inland groove height H, the effect that the narrow groove 80 is caught by the snow that has entered the circumferential groove 32 (so-called edge effect) is secured. Driving performance and braking performance on icy and snowy roads can be further improved. On the other hand, when the narrow groove depth D3 is 100% or less with respect to the groove inland portion height H, the narrow groove 80 is formed in the snow that has entered the circumferential groove 32 without lowering the rigidity of the groove inland portion 70. Since a catching effect (so-called edge effect) is ensured, the driving performance and braking performance on icy and snowy roads can be further improved.

In the first embodiment, a plurality of lug grooves 40 are formed in at least a part of the land portion 20. This improves the driving performance and braking performance not only on icy and snowy roads but also on dry roads.

In the first embodiment, 2 to 8 narrow grooves 80 are formed between the lug grooves 42 adjacent to each other. Since there are two or more narrow grooves 80 between the adjacent lug grooves 42, the effect of soaking the narrow grooves 80 into the snow that has entered the circumferential grooves 32 (so-called edge effect) increases. Driving performance and braking performance can be further improved. On the other hand, since there are eight or less narrow grooves 80 between the adjacent lug grooves 42, resistance to rainwater, snow, etc. that have entered the circumferential grooves 32 does not increase excessively. Can be suppressed.

In the first embodiment, the land portion 22 is formed with a notch 85 at a position facing the narrow groove 80. The notch width W3 is substantially the same as the narrow groove width W2. According to this, the effect (so-called edge effect) that the narrow groove 80 is caught by the snow that has entered the circumferential groove 32 increases (so-called edge effect), so that it is possible to further improve the driving performance and braking performance on the icy and snowy road.

In 1st Embodiment, in the land part 23 located in the tire equatorial plane CS side of the circumferential groove | channel 32 in which the smooth groove part 60 and the groove inland part 70 are formed, one edge part of the lug groove 43 is a circumferential groove | channel. The other end of the lug groove 43 is terminated in the land portion 23. According to this, since resistance, such as rain water and snow which entered the circumferential groove 32, does not increase excessively, it is possible to suppress a decrease in drainage.

(Example of change)
The inland groove portion 70 according to the first embodiment described above has been described as being formed continuously with the land portion 22 in the tread width direction, but may be modified as follows. In addition, the same code | symbol is attached | subjected to the same part as 1 A of pneumatic tires which concern on 1st Embodiment mentioned above, and a different part is mainly demonstrated.

FIG. 6 is a partial perspective view of the circumferential groove 32 according to a modification. FIG. 7 is a cross-sectional view in the tread width direction (CC cross-sectional view in FIG. 6) of the circumferential groove 32 according to a modification.

As shown in FIGS. 6 and 7, a notch 85 is formed at a position facing the narrow groove 80 in the land 22 where the inland groove 70 is close. A gap 90 is generated between the inland groove portion 70 and the land portion 22 adjacent to the inland groove portion 70.

In the modified example, a gap 90 is generated between the inland groove portion 70 and the land portion 22 adjacent to the inland groove portion 70. According to this, in addition to the smooth groove portion 60, the gap 90 can be secured in the circumferential groove 32. Accordingly, it is possible to further improve drainage.

[Second Embodiment]
Hereinafter, the configuration of the tread pattern of the pneumatic tire 1B according to the second embodiment will be described with reference to FIGS. FIG. 8 is a development view showing a tread pattern of the pneumatic tire 1B according to the second embodiment. FIG. 9 is a partially enlarged view showing the pneumatic tire 1B according to the second embodiment. In FIG. 9, the sipe 50 is omitted. FIG. 10 is a partial perspective view of the circumferential groove 32 according to the second embodiment. In addition, the same code | symbol is attached | subjected to the same part as 1 A of pneumatic tires which concern on 1st Embodiment mentioned above, and a different part is mainly demonstrated.

As shown in FIGS. 8 and 9, in the land portion 22 located on the tread shoulder side of the circumferential groove 32, one end of the lug groove 42 opens into the circumferential groove 31, and the other end of the lug groove 42. The end ends in the land portion 22. That is, the land portion 22 is formed in a rib shape.

In the land portion 23 located on the tire equatorial plane CS side of the circumferential groove 32, the lug groove 43 divides the land portion 23.

As shown in FIG. 10, a straight line L3 extending along the inner end 71 located on the smooth groove portion 60 side of the groove inland portion 70 is inclined with respect to the tire equatorial plane CS. That is, the inner end 71 is formed in a zigzag shape with respect to the tire circumferential direction.

(Action / Effect)
In 2nd Embodiment, the straight line L3 extended along the inner side edge 71 located in the smooth groove part 60 side of the groove inland part 70 inclines with respect to the tire equator surface CS. According to this, the effect (so-called edge effect) that the narrow groove 80 is caught by the snow that has entered the circumferential groove 32 increases (so-called edge effect), so that it is possible to further improve the driving performance and braking performance on the icy and snowy road.

(Comparison evaluation)
Next, in order to further clarify the effects of the present invention, a comparative evaluation performed using the following comparative examples and pneumatic tires according to Examples 1 and 2 will be described. In addition, this invention is not limited at all by these examples.

Data on each pneumatic tire was measured under the following conditions.

・ Tire size: 205 / 55R16
・ Wheel size: 6.5J × 16
・ Internal pressure condition: Regular internal pressure Configuration of tread pattern of each of these pneumatic tires, driving performance on snowy road, braking performance on snowy road, driving performance on snowy road, sherbet snow performance, hydroplaning performance on rainy road Will be described with reference to Table 1.

Here, the pneumatic tire according to the comparative example and Examples 1 and 2 will be briefly described. In each pneumatic tire, except for the configuration of the smooth groove portion 60 and the groove inland portion 70 formed in the circumferential groove 32 described below, and the land portion 22 and the land portion 23 adjacent to the circumferential groove. Are all the same.

In the pneumatic tire 100 according to the comparative example, the smooth groove portion 60 and the groove inland portion 70 are not formed in the circumferential groove 32. The land portion 23 located on the tire equatorial plane CS side of the circumferential groove 32 is formed in a rib shape (see FIG. 11).

In the pneumatic tire 1A according to Example 1, as described in the first embodiment, the smooth groove portion 60 and the groove inland portion 70 (the narrow groove 80) are formed in the circumferential groove 32. A straight line L1 extending along the inner end 71 located on the smooth groove portion 60 side of the groove inland portion 70 is substantially parallel to the tire equatorial plane CS. The land portion 23 located on the tire equatorial plane CS side of the circumferential groove 32 is formed in a rib shape (see FIGS. 1 to 5).

In the pneumatic tire 1B according to Example 2, as described in the second embodiment, the smooth groove portion 60 and the groove inland portion 70 (the narrow groove 80) are formed in the circumferential groove 32. A straight line L3 extending along the inner end 71 located on the smooth groove portion 60 side of the groove inland portion 70 is inclined with respect to the tire equatorial plane CS. The land portion 22 located on the tread shoulder side of the circumferential groove 32 is formed in a rib shape (see FIGS. 8 to 10).

<Maneuvering performance on snowy roads>
Steering performance on snowy roads (total performance including straightness, cornering, and lane changeability) was evaluated by running vehicles equipped with pneumatic tires on the snowy road course. Table 1 shows an indexed value of the steering performance in a vehicle equipped with other pneumatic tires, with the steering performance in the vehicle equipped with the pneumatic tire 100 according to the comparative example as a reference (100). The larger the index, the better the maneuvering performance on snowy roads.

As a result, the vehicle equipped with the pneumatic tire 1A according to Example 1 and the pneumatic tire 1B according to Example 2 is steered on a snowy road as compared with the vehicle equipped with the pneumatic tire 100 according to the comparative example. It was found that the performance was excellent. That is, it can be seen that the pneumatic tire in which the smooth groove portion 60 and the groove inland portion 70 are formed in the circumferential groove 32 and the narrow groove 80 is formed in the groove inland portion 70 improves the steering performance on snowy roads.

<Brake performance on snowy roads>
The braking performance on snowy roads was evaluated based on the distance (braking distance) from when a vehicle equipped with each pneumatic tire travels at a speed of 40 km / h on a snowy road course until the running vehicle suddenly stops. . Note that Table 1 shows values obtained by indexing the braking distances of vehicles equipped with other pneumatic tires with reference to the braking distance of the vehicle equipped with the pneumatic tire 100 according to the comparative example as a reference (100). The larger the index, the better the braking performance on snowy roads.

As a result, the vehicle equipped with the pneumatic tire 1A according to Example 1 and the pneumatic tire 1B according to Example 2 is braked on a snowy road as compared with the vehicle equipped with the pneumatic tire 100 according to the comparative example. It was found that the performance was excellent. That is, it can be seen that the pneumatic tire in which the smooth groove portion 60 and the groove inland portion 70 are formed in the circumferential groove 32 and the narrow groove 80 is formed in the groove inland portion 70 improves the braking performance on snowy roads.

<Driving performance on snowy roads>
The driving performance on the snowy road was evaluated based on the acceleration time of the vehicle on which the pneumatic tire was mounted for 50 m from the stopped state on the course of the snowy road. Table 1 shows an indexed value of the acceleration time in a vehicle equipped with other pneumatic tires, with the acceleration time in a vehicle equipped with the pneumatic tire 100 according to the comparative example as a reference (100). The larger the index, the better the driving performance on snowy roads.

As a result, the vehicle equipped with the pneumatic tire 1A according to Example 1 and the pneumatic tire 1B according to Example 2 is driven on a snowy road as compared with the vehicle equipped with the pneumatic tire 100 according to the comparative example. It was found that the performance was excellent. That is, it is understood that the pneumatic tire in which the smooth groove portion 60 and the groove inland portion 70 are formed in the circumferential groove 32 and the narrow groove 80 is formed in the groove inland portion 70 improves driving performance on a snowy road. .

<Sherbet snow performance>
The sherbet snow performance accelerates vehicles equipped with pneumatic tires on the course of a snowy road with a moisture content of 80-90% (including a slash shape) under a temperature of 0 ± 1 degrees. Then, the evaluation was made based on the limit speed until the pneumatic tire mounted on each vehicle did not contact the road surface. Table 1 shows values obtained by indexing the critical speeds of vehicles equipped with other pneumatic tires with reference to the critical speed of the vehicle equipped with the pneumatic tire 100 according to the comparative example as a reference (100). The larger the index, the better the sherbet snow performance.

As a result, the vehicle equipped with the pneumatic tire 1A according to Example 1 and the pneumatic tire 1B according to Example 2 is superior in the sherbet snow performance as compared with the vehicle equipped with the pneumatic tire 100 according to the comparative example. I found out. That is, it can be seen that the pneumatic tire in which the smooth groove portion 60 and the groove inland portion 70 are formed in the circumferential groove 32 and the narrow groove 80 is formed in the groove inland portion 70 improves the sherbet snow performance.

<Hydroplaning performance on rainy roads>
Hydroplaning performance on rainy roads is evaluated based on the critical speed at which hydroplaning occurs when a vehicle equipped with pneumatic tires is run on a rainy road course with a depth of 5 mm and the pneumatic tires lift off the road surface. did. Table 1 shows values obtained by indexing the critical speeds of vehicles equipped with other pneumatic tires with reference to the critical speed of the vehicle equipped with the pneumatic tire 100 according to the comparative example as a reference (100). The larger the index, the better the hydroplaning performance on the rainy road.

As a result, the vehicle equipped with the pneumatic tire 1A according to the first embodiment and the pneumatic tire 1B according to the second embodiment is more hydrostatic in the rain road than the vehicle equipped with the pneumatic tire 100 according to the comparative example. It was found that the planing performance was excellent. That is, it can be seen that the pneumatic tire in which the smooth groove portion 60 and the groove inland portion 70 are formed in the circumferential groove 32 and the narrow groove 80 is formed in the groove inland portion 70 improves the hydroplaning performance in the rainy road. .

[Other embodiments]
As described above, the contents of the present invention have been disclosed through the embodiments of the present invention. However, it should not be understood that the descriptions and drawings constituting a part of this disclosure limit the present invention.

In the embodiment, the smooth groove portion 60 and the groove inland portion 70 have been described as being formed in the circumferential groove 32 having the widest width along the tread width direction among the plurality of circumferential grooves 30. It is not limited to this, and it may be formed in another circumferential groove 30 or of course formed in a plurality of circumferential grooves 30.

In the embodiment, the smooth groove portion 60 has been described as being provided closer to the tire equatorial plane CS than the groove inland portion 70. However, the present invention is not limited to this, and for example, the position is reversed, that is, the groove inland portion. Of course, it may be provided closer to the tread shoulder portion than 70.

In the embodiment, the cross section of the groove inland portion 70 in the tread width direction and the tire radial direction has been described as having a substantially square shape, but is not limited thereto, and has a substantially triangular shape or a substantially trapezoidal shape. Of course, it is also good.

In the embodiment, the pneumatic tire 1 </ b> A has been described as a general radial tire including a bead portion, a carcass layer, and a belt layer (not shown). However, the pneumatic tire 1 </ b> A is not limited to this and is not a radial tire. A tire (for example, a bias tire) may be sufficient and a tire with a tube may be sufficient.

From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art. Therefore, the technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

Note that the entire content of Japanese Patent Application No. 2008-174656 (filed on July 3, 2008) is incorporated herein by reference.

Industrial applicability

As described above, the pneumatic tire according to the present invention can be further improved in driving performance and braking performance in an icy snow road while improving drainage and suppressing skid on the icy snow road, and is useful in tire manufacturing technology and the like. is there.

Claims (13)

A pneumatic tire in which a circumferential groove extending along the tire circumferential direction is formed by a land portion that constitutes a tread surface that is in contact with a road surface,
In the circumferential groove,
A smooth groove portion having a smooth surface at the bottom of the circumferential groove;
A groove inland portion that protrudes toward the tread tread side from the groove bottom of the circumferential groove is formed,
The groove inland portion is formed with a plurality of narrow grooves extending along the tread width direction,
A pneumatic tire in which a width along a tread width direction of the circumferential groove is 5 to 30% with respect to a width along a tread width direction of the tread surface. A plurality of the circumferential grooves are provided,
The pneumatic tire according to claim 1, wherein the circumferential groove in which the smooth groove portion and the groove inland portion are formed has the widest width along the tread width direction among the plurality of circumferential grooves. The groove depth from the tread surface of the land portion to the upper surface portion of the inland groove portion is 60 to 95% with respect to the depth from the tread surface of the land portion to the groove bottom of the circumferential groove. The pneumatic tire according to claim 1. The pneumatic tire according to claim 1, wherein the narrow groove has a width along the tire circumferential direction of 1 to 8 mm. 2. The pneumatic tire according to claim 1, wherein an angle formed by the narrow groove and a straight line orthogonal to the tire equatorial plane is 0 to 45 degrees. The depth from the groove bottom of the narrow groove to the upper surface portion of the groove inland portion is 50 to 100% with respect to the height from the groove bottom of the circumferential groove to the upper surface portion of the groove inland portion. The pneumatic tire according to 1. The pneumatic tire according to claim 1, wherein a gap is generated between the land portion in the groove and the land portion located on the opposite side of the smooth groove portion. While the cross-sectional shape of the smooth groove portion along the tread width direction and the tire radial direction is constant along the tire circumferential direction,
The pneumatic tire according to claim 1, wherein a distance along the tread width direction from the smooth groove portion to the tire equatorial plane is constant along the tire circumferential direction. The pneumatic tire according to claim 1, wherein a plurality of lug grooves extending along the tread width direction are formed in at least a part of the land portion. The pneumatic tire according to claim 9, wherein 2 to 8 narrow grooves are formed between the lug grooves adjacent to each other. The land portion is formed with a notch extending from the narrow groove in the tread width direction,
The pneumatic tire according to claim 1, wherein a width of the cutout portion along the tire circumferential direction is substantially the same as a width of the narrow groove along the tire circumferential direction. 2. The pneumatic tire according to claim 1, wherein a cross section of the inland portion of the groove along the tread width direction and the tire radial direction is substantially rectangular. The pneumatic tire according to claim 1, wherein a straight line extending along an end portion of the groove inland portion located on the smooth groove portion side is inclined with respect to the tire equator plane.

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